Control apparatus for plural motor propulsion systems



A. G. LARSON CONTROL APPARATUS FOR PLURAL MOTOR PROPULSION SYSTEMS Dec.28, 1948.

4 Sheets-Sheet l H EH Filed Aug. 31', 1945 mm mm @m ma INVENTOR Az'zhurGlarson ATTORN EY 1943- A. G. LARSON CONTROL APPARATUS FOR PLURAL MOTORPROPULSION SYSTEMS 4 Sheets-Sheet 2 Filed Aug. 51, 1945 NHN II III r 8wY: 5 m v ma @E :w N.

08 mm. QR

v INVENTOR ArzhurG-[arsazz BY mm 0% 0mm -A'ITORN EY 1948. A. e. LARSONCONTROL APPARATUS FOR PLURAL MOTOR PROPULSION SYSTEMS 4 Sheets-Sheat 3Filed M18. 51 1943 X m l 77 A 145 196 124 4 INVENTOR Arthur 10219012 1BY 75;

ATroRN EY 4 Sheets-Sheet 4 5 2 0 V 2 m v P 5m m M U 2 \x 2 x D 2 fix 2 60 m S 7 6 5 Q z y L L w H 2 Z beufzs, 194s.

Filed Aug. 31, 1943 4 Patented Dec. 28, 1 948 CONTROL APPARATUS FORPLURAL MOTOR PROPULSION SYSTEMS Arthur G. Larson, Forest Hills, Pa.,assignor to The Westinghouse Air Brake Company, Wilmerding, Pa., acorporation of Pennsylvania Application August 31, 1943, Serial No.500,630

4 Claims.

This invention relates to control apparatus and more particularly to apropulsion system embodying a plurality of prime movers.

On certain ships the propulsion system embodies a plurality ofreversible engines of the Diesel type which are arranged to be connectedthrough individual couplings and a pressure lubricated reduction gear todrive a propeller. Bra ing means are provided for braking the enginesand propeller under certain conditions. The reduction gear is providedwith what is called a turning gear which is operative manually forturning the gears in the reduction gear for the purpose of inspection.

One object of the invention is the provision of a control system whichprovides for selective control of the starting, stopping, reversing andspeed of the engines, either individually or in multiple, and which alsoprovides for controlling the couplings and braking means for the enginesfrom a selected control station, such as the pilot house of a ship.

Another object of the invention is the provision of such a controlsystem further embodying means which is operable in case of improperoperation or failure of any individual engine to provide fordisconnecting that engine from the reduction gear and to also providefor independent manual control of the disconnected engine withoutinterfering in any way with operation of the other engine as controlledby the ships pilot.

Another object of the invention is the provision of such a systemembodying means for automatically causing the speed of any engine toreduce to idling upon rendering the respective coupling meansineffective, and which provides for acceleration of the engine only withthe coupling means effective.

Another object of the invention is the provision of such a systemembodying means to operate automatically in case the pressure oflubricant for the reduction gear reduces to a chosen 'low degree 'torender the coupling means ineffective so as to thereby disconnect theengines from the reduction gear and to .at the same time brake said .Inthe accompanying drawings, Figs. l-lA, Whenv taken together inend-to-end relation with Fig. 1 at the left-hand side of Fig. 1A, is adia-. grammatic View, partly in section and partly in outline of apropulsion control system embodying the invention; Figs. 2 to 8 aresectional views taken in Figs. 'l-lA on lines 2--2 to 88 inclusive andrespectively; Figs. 9 and 10 are diagrammatic sectional views of anengine selector valve device shown in section in Fig. 1A but with thevalve of the device shown in two different positions than shown in Fig,1A; Fig. 11 is a sectional View taken on a line l lll in Fig. 8 of aturning gear interlock valve device shown in plan in Fig. 8 and in sideelevation in Fig. 1; Fig. 12 is a view similar to Fig, 11 but showing avalve in. a difierent position; Fig. 13 is a diagrammatic sectlOnal view.of an engine room control valve device shown in section Fig. 1, butwith a valve in a difierent position; Fig. 14 is a partial plan view of.an operators or pilots control stand shown in vertical cross-section inFig. 1A; Fig. 15 is a diagrammatic sectional View of a coupling orclutch control valve device shown in section in .Fig. 1A but with avalve in .a different position; Fig. 1.6 is a longitudinal sectionalview of an interlock valve device shown in side elevation in Fig. 1; andFig. 17 is a sectional view of a cutout .cock shown in Fig. 1A insection but with the valve in a different position.

Description Referring to Fig. 1, the reference numerals l .and 2indicate two reversible prime movers or engines of the Diesel type whichare connected by shafts 5 and .6 and clutches, in the form of fluidcouplings 3 and 4, to drive gears 1 and 8, respectively, and a meshingintermediate gear .9 (Fig. 8) in a reduction gear apparatus at. The gear9 ,is arranged to turn a drive shaft II to which may be connected aships propeller. By this arrangement the ships propeller may be drivenin either direction by both engines I and 2 when both couplings 3 and 4are effective, or "by either engine individually upon rendering therespective coupling effective and the other coupling ineffective, aswill be apparent.

The fluid couplings 3 and 4 are arranged to be effective to transmitpower when filled with liquid and ineffective when the liquid is drainedtherefrom. 'The filling of each coupling and the draining .or dumping ofliquid therefrom may be controlled by any conventional mechanismcontrolled by a lever 12 :havinga dump position in which it is shown'inFig. -1 for draining liquid from the coupling, and having a fillposition indicated by a dot and dash line [3 for filling the couplingwith liquid.

The lever [2 for each coupling may be connected by a rod M to a piston[5 contained in a cylinder l 6 secured to the coupling housing. Thepiston l5 has at one side a pressure chamber ll connected to a dump pipeI8 and at the opposite side a pressure chamber l9 connected to a fillpipe 20. With chamber ll filled with fluid under pressure suppliedthrough pipe I8 and chamber [9 vented by way of pipe 26, the piston andlever I2 will assume their dump position shown in the drawing, whilewith the pressure condition of these chambers reversed, the piston l5will move lever l2 to the fill position indicated by dot and dash line[3. The means for controlling the supply of fluid under pressure to andits release from pipes 8 and will be hereinafter described.

The reference numerals indicate two independent brakes of any desiredstructure. These brakes are mounted on one side of the housing ofreduction gear apparatus Ill and are arranged to be simultaneouslyoperated by fluid under pressure supplied through a common pipe 26 tobrake the power shaft II and propeller of the ship and also to brakeeither or both engines I and 2 according to whether the couplings 3 or4, respectively, are effective or ineffective. The brakes 25 will berendered ineffective upon release of fluid under pressure from pipe 26.

A relay valve device 21, arranged for control by pressure of fluid in apipe 28, is provided for controlling the supply and release of fluidunder pressure to and from the brake control pipe 26. The relay valvedevice 21 may be of any conventional structure which will operate uponsupply of fiuid under pressure to pipe 28 to open communication betweena fluid pressure supply pipe 29 and the brake control pipe 26 to supplyfluid under pressure to the latter, and which will also operate uponrelease of fiuid under pressure from pipe 28 to close said communicationand open pipe 26 to atmosphere for releasing fluid under pressure frompipe 26 and thereby from both brakes 25. The means for controlling thesupply and release of fluid under pressure to and from pipe 28 will behereinafter described.

Associated with the reduction gear I0 is a manual turning device (Figs.1 and 8) which for the purpose of illustration may comprise a gear 30for meshing with gear 9. The gear 36 is car ried by a shaft 3| which issupported in a lever 32. One end of lever 32 is fulcrumed on a pin 33carried by a fixed bracket 34. Manual movement of the other end of thelever in a direction away from the reduction gear It will pull gear3llout of mesh with gear 9, while movement in the oppo; site directionwill move the gear 30 into mesh with gear 9. A hand operated crank 35 isconnected to shaft 3| for turning gear 30 andthereby the gears 9, 'l,and 8 when gears 9 and 30 are in mesh. A removable latch pin 36 isarranged to extend through the lever 32 into a fixed bracket 3! tosupport the lever in a normal position in which the gears 9 and 30 areout of mesh, as shown in Fig. 8 of the drawing.

An interlock valve device 38 is mounted on a bracket 39 projecting fromthe housing of the reduction gear ID. This valve device comprises ahousing containing a rotary valve 46-(Figsil1 and 12) having twooperating positions and arranged to be turned to said positions by alever 4 4| which is operatively connected by a link 42 to the turninggear lever 32.

The fluid pressure supply pipe 29 is open to the seat of rotary valve atits axis and said valve is provided with a through port 43 providing aconstantly open communication between said pipe and a chamber 44 whereinsaid pressure acts on the rotary valve to maintain same seated. Alsoopening to the seat of rotary valve 49 is a control pipe 45 and apassage 49 which is open to the atmosphere. The rotary valve 40 has acavity 41 (Fig. 11) for connecting pipe 45 to passage 46 when theturning gear lever 32 is in the position shown in Fig. 8 in which thegear 36 is out of mesh with gear 9. The rotary valve also has a passage48 connected to port 43 and arranged to register with control pipe 45when the turning gear lever 32 is in the position meshing gear 36 withgear 9. It will thus be seen that when lever 32 is'operated to mesh gear38 with gear 9, fluid under pressure will be supplied from pipe 29 topipe 45, while in the position shown in Fig. 8, in which said gearsareout of engagement, pipe 45 will be vented to atmosphere. The purposeof this control will be'hereinafter brought out.

Each engine is provided with a conventional socalled maneuvering gearwhich may comprise a rock shaft 56 arranged to control the starting,running, stopping, and reversing of the engine. The shaft 58 of eachengine extends into a housing 5! of a maneuvering gear actuator 49, anouter portion of said housing being in the form of a plate 52 mountedover the end of said shaft. A sprocket wheel 53 and hand operated lever54 disposed back of the plate 52 are secured to shaft 56 for rockingsame in either one direction or in the opposite direction from a neutralposition shown. As indicated by legends applied to plate 52', the shaftand thereby the sprocket wheel 53 and lever 54 of each engine have aneutral'or Stop position, and at one-or an Ahead side thereof, a Runposition and a Start position, and at the opposite or an Astern sideoppositely arranged Run and Start positions, the two Run positions beingarranged between the Stop position and the two Start positions. Withshaft 58 in Stop position the engine will be stopped, while rocking ofshaft 50 in the direction indicated by the legend Ahead to the positionindicated by legend Start will cause starting of the engine in adirection for propelling a ship forwardly. After the engine is thusstarted, the shaft 50 will be rocked back to the adjacent Run positionin which it will remain during running of the engine in this direction.Rocking of shaft 59 in the opposite direction from Stop position to theAstern Start position will cause starting of the engine in the reversedirection, while movement of the shaft back to the adjacent Run positionwill provide for running of the engine in the reverse direction. Rockingof shaft 56 from either Run position back to the Stop position willcause stopping of the engine. The specific means in the engines wherebystarting, runnings, stopping and reversing of the engines is obtained isnot pertinent to the invention and a description thereof is nottherefore essential in the present application,

Secured to and depending from each maneuvering gear housing 5! is apower actuator housing 55 in which is journaled a shaft 56 which carriesfor rotation together a sprocket wheel 51 and a gear 58. The sprocketWheel 51 is aligned with sprocket wheel 53 and operatively connectedthereto by means of a chain 59, while the gearv 58 engages with a gearsegment GU-wh'ichis journaled in housing 55 on a shaft E i. The gearsegment 60 in each housing 55 has two oppositely extending arms 62 and63, the ends of which are operatively connected through roller bearings64 to the endof two piston rods 65 arranged in parallel spaced relationand associated with an ahead fluid motor 61 and an astern fluid motor68, respectively.

The two fluid motors 61 and 68 associated with each engine are identicaland each comprises a piston 69 to oneside of which the respective pistonrod 65 is connected and having at the opposite side-a pressure chamberto which fluid under pressure is adapted to be supplied for moving thepiston in the direction of the gear segment 60 andlfrom which fluidunder pressure is adapted to becreleas'ed to provide for movement of thepiston in the opposite direction. Pressure chamber 18 in the ahead motor61 is connected to an ahead conopposite end an inwardly extending flangeencircling a reduced portion 11 of the piston rod and arranged tocooperate with a shoulder 18 on the rod to limit expansion of the springrelative to the piston. Encircling piston rod 65 within sleeve 15 is aprecompressed coil spring 19 bearing at one end against flange 16 onsleeve 15 and supported at the opposite end on a flange 80 havingsliding contact with the interior of sleeve 15. Flange 80 is provided onone end of a sleeve 8| which is slidably mounted on piston rod 65 withinthe spring 19. Within sleeve Si is a shoulder for engagement with ashoulder 82 on rod'65 to limit expansion of spring 19 relative to thepiston while the opposite end of said sleeve is spaced from flange 16 onsleeve 15 with the par positioned as shown in the drawing.

The precompressed force of spring 13 in each motor is greater than thatof spring 19 and the distance between flange 16 on sleeve 15 and the endof sleeve 82, with the parts in the positions shown in Fig. 1, is suchas to allow movement of the respective piston by fluid pressure actingin chamber 10 suiflcient for turning the maneuvering gear shaft 58 fromStop position to one of the Run positions, this movement beingtransmitted from piston 69 through spring 13 and sleeve 15 to compressthe lighter spring 19. After flange 16 on sleeve 15 engages the end ofsleeve 8|, further movement of piston 69 will be relative to sleeve 15and against the opposing force of spring 13.

Projecting into pressure chamber 10 of each motor is a spring cage 84,one end of which is slidably mounted in a cavity 85 provided in piston69. This end of the cage is provided with an annular shoulder 86arranged to limit outward movement of the cage. The cage contains aprecompressed spring 81, one end of which is supported by the piston atthe bottom of cavity 85 while the opposite end engages the outer end ofthe spring cage 84. The spring cage 84 associated with each piston 69projects from the piston, with shoulder 85 in contact therewith, adistance such as to engage the end of the casing or the closed end ofpressure chamber 10 at the timeth tnaiieuveflng gear shaft it is'zin aRun position or :at the time :the i'other :piston L69 has moved sleeve15 ain'toengagement withthe end of sleeve 81.. Further movement ofeither piston'i69 by fluid under pressure in chamber 10 will then beopposed by the respective spring 13 plus the additional force :of spring81 carried by the other piston.

In operation, when fluid .at a certain pressure, such as .lbs. persquare inch,.is provided :in a manner to be later described, throughboth pipes H and Main pressurechambers T0 in the :ahead and asternmotors 161 and 68 associated with each engine, rsueh pressures acting onpistons "679 will movesaid pistons :to the positionsshown in Fig. 1 butnot past these positions since this degree of pressure is inadequate :to:overcome the opposing force of springs 13. With the two pistons thuspositioned :the :gear segment 80 and sprocket wheels 51 :and 53 will:also assume the positions shown in the drawings to position themaneuveringzgear shaft '50 .inStop position.

f l11OW it :is :desired to start engine in an Ahead direction, the.pressure of fluid chamber 10 -'0f theahead motor 6! isincreasedtoachosen degree such as 100 lbs. while that Lin-chamber =11) of the asternmotor $8 is reduced toithat of the atmosphere. This pressure of fluid.a'cting onrnston 69 in :the ahead motor .61 then moves said pistoninitially :against the respective .spring .159 until flange :16 onsleeve .15 engages sleeve 282 and then against :the combined =forces "onthe respective spring 11 3 iandzof spring 8'4 acting on .npiston fiain'theiastern motor 6:8,daota position lWhiCh may be defined byengagement between the -:end of *springcage i8?! in the :astern :motorwith the bottom of =cavity 85 in the irespectiue piston "69. In this:position of ,piston 69 in :the ahead motor 61 the maneuvering .gearshaft .50 will have been moved-by gear:segmentififl andithe sprocketwheels and chain to its iAhead Start position for starting the engine inthe selected direction itO provide for :ahead :movement :of the ship.

After :the engine :is 'thus. started, the :pressure of fluid inchamber1:0 of-theahead motor 6:1:is'reduced to a-chosen i'lower degree such asz:1bs., while said "chamber in the astern :motor 8 remains at=-atmospheric pressure. Upon :this reductionin ipressure'inchamber 10ofthe ahead motor, \the combined force .of spring 13 .in said motoriandof spring-81 inithe astern=motor 68*will move piston fiflzin-therahea'drmotor backto aposition lint-which :said springs becomeineffective, and this movement wwill operate the 1 gear segment to turnthe maneuvering gear shaft 50 .from its fAhead Start positionbaclr'tozits Ahead Run position. The pressure :of .fluid now 'ef*fective ln-chamber .TB'oftheahead motor 61 :exceeds however the opposingforce of "spring 19 by itself {SO that tthe parts of the two :motors andthereby .the maneuvering gear shaft '50 will :remain in the Run position'just describedas long aschamber 1 0.inthe astern motor filremains atatmosphericpressure. It should-be noted that the maneuveringv :gearshaft 50 will not even move from this Run position incaseof-loss offluid pressure in "chamber t10 of the ahead -motor *61 since under sucha condition thepiston 'rod of -said motor will be imerely moved out ofcontact with arm :62 i of the gear segment 60 :by :the respective spring'19.

:In Forder to stop :theengine the pressure of fluid in chamber :10 0f:the ahead motor will he 'reduc'ed'toi'the chosen d'egree IOf .20 lbs.before mentioned which will zpermit movement ao'f the respective "piston69 back'to the position shown in the drawing under the action of spring19, and fluid at the same degree of pressure will be pro.-

vided in chamber 19 of the astern motor 68 for.

thereby movingpiston 69 therein to the position shown in the drawing.This movement of-the astern piston 59 will rock the gear "segment.69 andthereby turn the maneuvering gear. shaft 59 from its Ahead Run positionback to Stop position in which the engine will be stopped.

If the operator now desires to start the. engine in the asterndirection, he opens chamber 19 in the ahead motor B'l'to atmosphere andsupplies fluid at the chosen maximum pressure, such as 100 lbs. persquare inch, to said chamber in the astern motor 69. The astern motorwill then operate in a manner which will be apparent from the abovedescription to turnthe maneuvering gear shaft 59 to the Astern Startposition for causing starting of the engine in the reverse direction.After the engine is thus started, the pressure of fluid in chamber 19 ofthe astern motor 68 will be reduced to the lower degree of 55 lbs.,while chamber 19 in the ahead motor 67 ismaintained open to theatmosphere, and the pressure of spring 81 in the ahead motor '61 and ofspring 13 in the astern motor will then turn the maneuvering gear shaft59 back to the Astern .Run position, also in the same manner as abovedescribed. The maneuvering gear shaft 59 will then remain in this Runposition as long as chamber 19 in the ahead motor 9'! is maintained opento the atmosphere, and even in case of loss of fluid under pressure fromsaid chamber in the astern motor 68, as will be also apparent from theabove description. In order to stop the engine I, the pressure of fluidin chamber 79 of the astern motor 63 will be reduced to 20 lbs., whilethat in said chamber in the ahead motor 68 will be increased to the samepressure, and such pressure acting on piston 89 in the ahead motor willthen actuate same to the position shown in the drawing for therebymoving the maneuvering gear shaft 59 to Stop position for stopping theengine.

In case there is nofluid pressure in either of the chambers 19 of theahead and astern motors 91 and 68, the maneuvering gear shaft 59 may bemanually turned to its different positions by operation of lever 54. "Itwill however be noted that movement of this lever to the Ahead "Startposition will be opposed by spring 81 in the astern motor 98 wherebyafter the engine is started, the operator may release lever 54 andsaidspring will turn said lever and thereby'the maneuvering gear shaft59 to its Ahead Run? position. In a like manner spring 91 in the aheadmotor 91 will oppose movement of the lever 54 to the Astern Startposition and 'uponlre-j moval of manual force onsaid lever will automatically return same and the maneuvering gear shaft 59 to the Astern Runposition.

The control system further comprises for each engine an engineerscut-out valve device 99 which is secured to the respective poweractuator housing 55. Both cut-out valve devices 99 are identicalinconstruction, each comprising a casing having a chamber 9! containing arotary valve 92 havingtwo operating positions; a pilots control positionshown in Fig. land another position shown in Fig. 13. A hand operatedlever 93 is connected to rotary valve 92 for turning same to itsdifferent positions. In Fig. 1, the two cut-out valve devices 99 areshown reversely arranged for mountingyon the Ahead sides of the twopower actuators 49 which ,are, -aist reversely arranged with the twoAhead {sides adjacent each other. This however isimmatee. rial to theinvention. I

At each engine the pipes H and 12 connected to the respective ahead andastern motors Gland '58 are connected to the seat of the respectiverotary valve 92, as well as pipes 18 and 29 from the respective couplingcylinder l6. Withrotary valve 92 of the cut-out valve device 99associated with engine 1 in the pilots control position shown in Fig. 1the pipes H and 12, .l8 and-29; are connected respectively, by cavities94, 95,96 and 91 in said rotary valve to pipes 98, 99, I99 and I9! whichlead to operators controldevice's (to be later described) locatedremotely as in 1a pilot house of a ship, wherebythe pilot may. con: troloperation of coupling 3 and of the maneuvering gear shaft 59 associatedwith the engine I. The maneuvering gear control pipes H and" associatedwith engine 2 and the clutch control pipes l8 and 29 of coupling 4 areconnected through corresponding cavities in the cut-out valve device 99associated with engine2, when in the pilots control position shown inFig. 1, to pipes 98a, 99a, Hlfia and 19! a, correspondingrespectively topipes .98 through l9! above described, which also lead to the remotelylocated pilots control devices.

' In the other position of the rotary valve 9240f each the cut-out valvedevices 99 which position is shown in Fig. 13, the respectivemaneuvering gear control pipes H and i2 and the clutch control pipe 29are opened to the atmosphere by way of a cavity I92 in the rotary valve92 and thence through a pipe 13, while pipe 18 is connected by a cavityin the rotary valve to the rotary valve chamber 9! which is constantlysupplied with fluid under pressure from a Supply pipe 194.

Thus when the engineer turns the'cut-out valve device 99 to the positionshownin'Fig; 1.3,th'e pilots control connections to the-respective-actuator 49 and coupling 3 or 4 are brokens and chambers 19 in both theahead and astern motors 61 and 68 of said actuators are opened to theatmosphere thereby relieving the actuating pistons 69 of fluid pressurewhereby the engineer byoperation of lever 54 may position themaneuvering gear shaft 59, as desired. Also in the position o'f therotary valves 92 shown in Fig. 13 fluid pres sure supplied to rotaryvalve chamber 9| is supplied to the respective dump pipe H; for therebyrendering the clutch 3 or 4 ineffective. The out out valve devices 99are provided so that in case of trouble in either engine, such forinstance as breakage of an oil line, the engineer may remove the controlof the engine from the pilot in order to correct or repair the trouble,after which he may return the rotary valve of the'cut-out'valve' to theposition shown in Fig. 1 for thereby re: turning the control of theengine to the pilot;

Reference numeral H9 applied to each engine indicates a speed governorcontrol shaft which is rockable to vary the amount of fuel supplied tothe engine and thereby the speed or power output thereof. A lever H l isconnected at one end to shaft 1 i9 for rocking same, said lever beingshown in the drawing in the position for providing operation of theengine at an idling speed, and being rockable from this position toincrease the speed or power output of the engine, a maximum speed oroutput being attained in a position such as indicated by a dash and dotline I I2.

Associated with engine I is a speed regulating device H3 connected tolever Ill and arranged enemas to operate in response to variationsinpressureof fluid in a control pipe I-I 4 to vary" the position of thegovernor control shaft IIOin proportion. to the pressure of such fluid.With the pipe I I4 open to the atmosphere, in a manner to be laterdescribed, the lever Ill will assume the position shown in the drawingto provide for operation of the engine at idling speed. The-speed.regulating device H3 is also connected to a vernier'control pipe I 55and embodies means responsiveto variations in pressure of fluid in saidpipe tomodify an adjustment of lever III efiective by pressure of fluidprovided in pipe 3 I4.

A speed regulating device H5 is associated with engine 2 for adjustingthe position of the respective speed regulating lever I II in accordancewith variations in pressure of fluid in a pipe lla'corresponding to pipeI I4 just described. The regulating device H6 is identical to theregulating device I l3 except that it does not embody Vernier controlmeans like the latter, the function of the Vernier control meansassociated with the device I 53 being to effect minor adjustments inspeed or power output of engine I with respect to that of engine 2 forsynchronizing the two engines. The

pipes H4 and H8 also lead to a remote control station such as the pilothouse of the ship,

In Fig. 1A the reference numeral I indicates a control stand located. atan operator's control station as in the pilot house of a ship. Thisstand comprises an ahead maneuvering. control device I2I, an asternmaneuvering control device 522, and an adjustable selector valve deviceI23, said maneuvering control devices being provided for controllingoperation. of the ahead and astern 1;

motors 6'1 and 58 of either or both engines as determined by theadjustment of the selector valve device I23. The control stand furthercomprises a speed regulating device 'I24, a vernier speed regulatingdevice I25, a clutch control 1 valve device I28 for governing thecoupling 3 of engine I, and a clutch control device I21 for controllingthe coupling 4. The control stand further comprises a manifold I28 uponwhich are mounted four separate and independent pressure regulatingvalve devices I29, I30, I3I and I32.

A pipe I33 connected to the manifold I28 is constantly supplied in usewith fluid; atany desired pressure in excessof the adjustment of any ofthe regulating devices just described, such for example as 190 lbs. Acut-out cock I34 in the manifold 528 controls. communication between thefluid pressure supply pipe I33 and two passages E35 and i3 5 in themanifold. In the open position of cock I34, shown in Fig. 1A,.a: passagel3'i in the cock opens this. communication, while in a closed position.of the cock shown inFig. 17 this communication is closed and thepassages 35 and IE6 are both open to the atmosphere through a passageI38 in the cock and a passage 539a in the manifold.

Passage I35 leads to the pressure regulating device I29 which isadjusted to reduce the pressure of fluid supplied from pipe I33 to achosen lower degree, such as 100 lbs., and to supply fluid at suchreduced pressure to the fluid pressure supply pipe 29 leading to thebrake'relay valve device 2?, to the turning gear interlock valve device38 and to a turning gear lubricant interlock valve device MI] which willbe later described;

Passages l36 supplied with. fluid under pressure through the cut-outcock I34is connected through other cut-out cocks I4I,., I42 and. I43 totheregulating valve devices I3B,.- I3 I. and. I32 respectively. Thecocks I4I, I42 and I43 may be identical to the cut-out cock. I34,eachhaving an open position as illustrated inFig. 1A, for supplyingfluid under pressure from passage I36 to. a passage I35a leadin totherespective'regulating valve device, and a closed position for closingsuch communication and for opening passage I36a to an atmospheric ventpassage: I391. 4

The regulating valve device I3Il' adjusted to reduce, thepressure offluid suppliedthrough passage I36 to a degree such asa20 lbs. and tosupply fluid at: this reduced, pressure to a pipe I44 leading to theselector valve device I23, while the regulating vaive devices I3 I. andI32: are so adjusted as to supply fluid from passage I36 to pipes I45and IE4, respectively, at pressures such as lbs. The pipe I45 leadstothetwo maneuvering control devices I2I. and; I22, to thetwo speedcontrol devices I24 and. I25 and also to the selector valve device I23;while pipe I034 leads to-the two clutch control devices I26 and 21 aswell as to the two engine cut-out valve. devices 90, as beforementioned. 1 i

The. ahead maneuvering control device I2I is provided for supplying:fluid at regulated pressurev from pipe I45 to an ahead control pipe I48and. to release fluid under. pressure from the latter pipe, and to thisend may comprise a selflapping valve structure of any suitable typehaving. a plunger I49 which. is displaceable into the structure toincrease the-pressure of fluid in pipe I43 and out of the structure-toreduce such pressure-to a degree dependent upon the extent of suchdisplacement from. a normal position: in which pipe I48: wilLbe open toatmosphere. A structure of this type is fully disclosed in the copendingapplication of Roy R. Stevens and myself, Serial No. 494,612, filed July14', 1943,: and assigned, to the-assignee of. the present application,in view of which a further description1 thereof is not deemed; essentialin the present application.

The asternmaneuvering control device I22 is provided for supplying:fluid at regulated pressure from pipe I45 to'an astern control pipe I50and for releasing fluid under pressure from the latter pipe, and may beidentical in construction tothe-ahead control device I2I.

A shaft I52 disposed above plungers I49 of the two maneuvering controlvalve devices I2l and I22. is suitably journaled' at its opposite endsin the control stand; Two like but reversely arranged cams I53 and I54are secured to turn with the shaft I52 over the plungers I49- of the twomaneuvering control valve devices I2I and I22, respectively. An arm I58pivoted at one end on apin I 59. (Fig. 3) carried by a bracket of thecontrol stand has an opposite ball-like end interposed between theperipheral surface of cam I54 and the respective plunger I49, while asimilar arm I60 pivoted on a pin IBIi (Fig. 6) carried by a bracket inthe control stand has its ball-like end interposed between theperipheral surface of cam I53 and plunger I49 of the ahead maneuveringcontrol valve device I2I. Between the two cams I53 and I54 an operatinglever I55 is secured to the shaft I 52 for turning same, said leverextending through a slot I56 in a cover I51 forming a partof'the-control stand.

The lever I55 has a vertical or stop position midwaybetween the endsv ofthe slot I56. and, as shown. and indicatedv by legends in Fig 5, isrockable from this Stop? position in one or an FAstern direction tofirst a Run position and then a"Start position and'in the opposite or anAhead direction to oppositely arranged Run and Start positions.

Below the shaft I52 the lever I55 is provided with a depending arm I62and aligned with opposite sides of'said arm are two plungers I63 and I64urged in the direction of the arm by springs I65 and I66, respectively.The plunger I63 is arranged for engagement by arm I62 when the lever I55is in the Astern Run position and to oppose manual movement of saidlever to the Astern Start position and to operate under the action ofspring I65 to automatically return said lever from the Astern Startposition to the Astern "Run'position upon removal oi manual force on thelever I55. In a similar manner plunger I64 and spring I66 are providedfor opposing manual movement of lever I55 from the Ahead Run position tothe Ahead Start position and to automatically move said lever in thereverse direction to the Ahead Run position from the Ahead Startposition upon removal of manual force fromsaid lever.

The cover I51 is provided with two slots I61 and I68 opening to one sideof slot I56 in the two Run positions of lever I55 (Fig. 14) forreceiving a spring pressed detent or latch I69 carried in the lever forthereby locking said lever in either one or the other of the two Runpositions. This latch is movable out of slot I61 or slot I68 by manualinward movement of an operating pin I16 projecting'from the outer end ofthe lever. Outward movement of the latch I69 into a slot I61 or slot I68is automatic as by means. of a spring not shown in thedrawing.

With the operating lever I55 in "Stop posi tion, the two cams I53 andI54 are so arranged as to 'eifectlike degrees of displacement of therespective plungers I49 to thereby supply fluid at certain chosen andequal degrees of pressure,

such as 20 lbs., to both the ahead and astern con trol pipes I48 andI56. The two cams I53 and I54 are so designed that upon movement of thelever I55 to the Ahead Start position the cam I56 will effect operationof the maneuvering control device IZI to supply fluid to pipe I48 at acertain maximum pressure, such for example as lesser pressure, such as55 lbs, in the ahead con: trol pipe I46 while at the same time the camI54 will cause operation of the maneuvering control valve device I22 tomaintain the astern control pipe I56 open to the atmosphere.

ment of lever I55 tothe Astern Start position to provide fluid at 106lbs. pressure in the astern control pipe I56 while opening the aheadcontrol pipe I68 to the atmosphere, while movement of said lever to theAsterni Run position will provide fluid in pipe I56 at a lesser degreeof pressure such as 55 lbs. while maintaining pipe I48 open to theatmosphere.

The selector valve device I23 comprises a casing having a chamber I15containing a rotary valve I16 having three different operating positionsshown in the drawings in Figs. 1A, 9 and 10. The rotary valve I16 isconnected to a hand operat'ed lever I11 which is provided for turningsaid valve to its different positions. The rotary valve chamber I15 isconstantly supplied Wi h fluid Similarly, the two cams I53 and I54 willoperate upon move-I under pressure'froni the supply pipe' I 45which actson said valve to maintain same in contact with its seat. Connected tothe seat of the rotary valve I16 are pipes 98 "and 99 which are normallyopen through cut-out valve device 96 associated with engine I to theahead and astern motors 61 and 66' associated with said engine I, andpipes 98a and 99a which are normally open through the cut-out valvedevice 96 associated with engine 2 to the motors 61 and'68 associatedwith engine 2; Also connected to the seat of the rotary valve I16 is thefluid pressure supply pipe I44 from the pressure regulating valve deviceI36 and the ahead and astern control pipes I46 and I56 from the aheadand astern maneuvering control valve devices I2I and I22.

With the rotary valve l16 of the selector valve device in the positionshown'in Fig. 1A, a cavity I19 therein connects the fluid pressuresupply pipe I44 to pipes 98a and 660; which are normally open to theahead and astern'control motors 61 and 66 associated with engine 2whereby fluid at the pressure supplied by the pressure regulating valvedevice I36 will be effective in chambers 16 of both of said motors.Since this pressure is 20 lbs. as above described, the pistons 69 inmotors 61 and 68 associated with engine 2' will both move to thepositions in which said pistons are shown in the motors associated withengine I to thereby maintain'the maneuvering gear shaft 56 of engine 2in its neutral or Stop position.

Also in this position of the selector valve rotary valve I16 shown inFig. 1, the ahead and astern control pipes 98 and 99 connected to theahead and astern motors61 and 66 associated with engine I are connectedby cavities I86 and I8I in said valve to pipes I48and I56 leading to theahead and asternmaneuvering control valve devices IZI and I22,respectively. It will thus be seenfthat with the maneuvering controllever I55 in Stop position fluid at 26 lbs. pressure will beprovided inchambers 16 of the ahead and astern control motors 61 and 68 associatedwith engine I for holding the maneuvering shaft 56 of said engine inStop position. Movement of lever I55 to "the Ahead "Start position willthen provide fluid at 100 lbs. pressure in chamber 16 of the ahead motor61 associated with engine I while opening chamber 16 in the astern motor68 to atmosphere to thereby cause starting of the engine I in an aheaddirection. Return of lever I55 from the-Ahead Start position to theAhead Run position will reduce the pressure of fluidin chamber 16 of theahead motor 61 associated with engine I to'55 lbs. while maintainingchamber 16 in the, astern motor 68 open to the atmosphere whereby themaneuvering control shaft 56 in said engine will be moved to the AheadRun position after the engine has been started. On the other handmovement of lever I55 to the Astern Start position and then to theAstern Run position will open chamber 16 of the ahead motor 61associated with engine I to the atmosphere while providing fluid inchamber 16 of the astern motor 68 first at 100 lbs. pressure and then at55 lbs. pressure to provide respectively for starting of engine I in theastern direction and for then moving the ma- 13 to operation of thecontrol lever I55, while the engine 2 may remain stopped.

In the position of the selector valve rotary valve I16 shown in Fig. 9,the ahead and astern control pipes 98 and 99 for engine I are bothconnected by a cavity 82 in. the rotary valve to the fluid pressuresupply pipe I43, whereby fluid at 20 lbs. pressure is provided inchambers 1030f the ahead and astern motors B1 and 68, respectively, ofengine I to thereby maintain engine I stopped, while the ahead andastern control pipes 98a and 99a from engine 2 are connectedrespectively to pipes I48 and IE leading to the ahead and asternmaneuvering control valve devices I2I and I22, whereby upon operation oflever I55 the engine 2 can be started and then run in either the aheador astern directions or stopped in a manner which will be apparent fromthe above description of the control of engine I.

With the rotary valve I16 positioned as shown in Fig. 10, the aheadcontrol pipes 98 and 98a from both engines I and 2 are connected by acavity I85 in said valve to pipe I48 leading to the ahead maneuveringcontrol device I2I, while the astern control pipes 99 and 99a from bothengines are connected by a cavity I85 to pipe I50 leading to the asternmaneuvering control valve device I22. Thus with the rotary valve I16 inthis position both of the engines I and 2 are rendered responsive tooperation of lever I55 and may therefore be caused to start and run inunison in either direction or be stopped together, as will also beapparent from the above description.

It will now be seen that the two maneuvering control valve devices I2Iand I22 as controlled by lever I55 provides for starting, running,reversing and stopping of either engine I or 2 individually or of bothof said engines in unison, as determined by the position of rotary valveI16 in the selector valve device I23, and it will also be noted thatwith said rotary valve in the position in which it is shown in Fig. 1A,providing operation only of engine I, engine 2 will remain stopped,while in the position shown in Fig. 9, providing for operation of onlyengine 2, the engine I will remain stopped.

The control stand I23 also embodies a brake control valve device I31comprising, as shown in Fig. 4, two axially aligned poppet valves I88and I89 which are contained in chambers I90 and IEI, respectively.Chamber illfi'is open to a pipe M and thus constantly supplied withfluid under pressure from the regulating valve device I31,

while chamber I9I is connected to a pipe I92 operated in case of supplyof fluid to pipe I94 to open pipe I94 to pipe 28 and close communicationbetween pipes 23 and I92, under conditions which will be laterdescribed.

The valve I88 in the bralre control valve device I81 has a fluted stemextending through a bore connecting chambers I98 and I9I and engagingthe valve I89 in the latter chamber, the valve I88 being provided forcontrolling flow of fluid from chamber I98 to chamber I9I. A spring I95in chamber I90 acts on the valve I88 urging it to a closed position.

The valve I89 has a fluted stem I 91 on which. is slidably mounted aplunger I99 arranged to seat against valve I89 to close communicationbetween chamber IIII and a chamber I99 in the plunger which is openitothe atmosphere through one or more ports- 2%. An operating member 2IiIis secured in the end of plunger I93 opposite valve I89- and interposedbetween this member within chamber I99 and the stem I9'I of valve I89 isa spring 232 for urging the valve I89 out of seating engagement with theplunger.

The operating member 29! engages the peripheral surface of a cam 293provided on the maneuvering valve control shaft I52 between cam I54 andlever I55. The cam 293 has two recesses 294 and 205, the recess 204'being so disposed as to receive the operating member ZIII to allowmovement of plunger I98 out of seating engagement with valve I39 whenthe maneuvering control lever I is in the Ahead Run position. The recess295 is disposed to receive plunger 29! in the Astern Run position forallowing movement of plunger I98 out of seating engagement with therelease valve I89. In all positions of the control lever I55 except thetwo Run positions the plunger ear is adapted to be displaced by cam 293into contact with valve I89 and to actuate said valve to open the valveI88. Thus; in all positions of the maneuvering control lever I55 exceptthe two Run positions, in which either or both of the two engines mayoperate to propel the ship, fluid under pressure will flow past thevalve I88 to chamber IIJI and thence through pipe I92 and the doublecheck valve device I93 to the brake relay valve devicer2I, for effectingoperation thereof and thereby of the brakes 25 to. brake the reductiongear III. In

either Run position, however, in which the valve I88 is closed and thevalve I89 is open,,fluid pressure will be released from the brakerelayvalve device 2? by way of pipes 28 and I92 whereby the brakes 25 on thereduction gear will be released in order to allow shaft II and the pro:peller connected thereto to be driven by either or both of the engines Iand 2.

The two clutch control valve devices. I29 and I2] maybe of. identicalstructure each comprising a rotary valve ZIII contained in a chamber 2Hand operatively connected for movement by a lever 2I2 which extendsthrough a slot in the control stand cover I53. Chamber 2H is constantlysupplied from pipe I94 with fluid under pressuresupplied by theregulating valve device I32.

Each of the rotary valves 2 I I! has two positions, one position asshown in Fig. 1A, whilethe other position of. the rotary valve of thecontrol device I25 is shown in Fig. 15. The other position of therotaryvalve of the clutch control valve device I21 is the same as that shownin Fig. 15, but reversed. The position of the rotary valves 2H] and:levers 2I2 shown in Fig. 1A will be called dump position While theposition shown in Fig. 15 will be called fill position.

In dump position of lever 22 I2 and rotary valve 2H3 of the clutchcontrol device I26, pipe IIII which is normally open through the cut-offvalve device 99 of engine I to pipe 29 leading to the clutch cylinder Itof coupling 3 is vented to the atmosphere through a cavity H3 in saidrotary valve and-an atmospheric port 2 I4, while pipe I00 also normallyopen through said cut-ofi valve device and pipe I8 to said cylinder issupplied with fluid under pressure from the rotary valve chamber 2IIthrough a port 2I5 in the rotary valve, whereby piston I5 in the clutchcylinder associated with the coupling 3 will be moved to the dumpposition shown in the drawing for rendering said coupling ineffective totransmit power. When the rotary valve 2I0 is turned bylever 2I 2 tothefill position shown in Fig. 15, pipe I is opened to the atmospheric port2M through a cavity 2I6 in the rotary valve, while pipe IOI is suppliedwith fluid under pressure from the rotary valve chamber 2| I through aport 2 I 1 in the rotary valve to thereby actuate piston I5 in thecylinder device I6 to render the coupling 3 efiective to transmit power.In a like manner and through cavities and ports bearing the samereference numerals the clutch control valve device I21 when in the dumpposition shown in Fig. 1A opens pipe IUIa and thereby the normallyconnected pipe 29 of the clutch cylinder I6 associated with the coupling4 to atmosphere and supplies fluid under pressure to pipe IBM andthereby pipe I8 for rendering said coupling ineifective, while in thefill position of the clutch control valve device I21 fluid underpressure is supplied to pipe IIlIq and released from pipe IOIla to causeoperation of piston I5 in the cylinder I8 associated with said couplingto render said coupling effective.

The speed regulating valve device I24 may comprise a self-lapping valvestructure identical to that employed in the maneuvering control valvedevices IZI and I 22 and therefore embodying a displaceable controlplunger I49. Movement of plunger I49 into the device will supply fluidto a speed control pipe 2I8, while movement out of the device willrelease fluid under pressure from said pipe to thereby vary the pressureof fluid in the pipe in proportion tothe extent of movement out of anormal position in which it is shown in Figs. 1A and 2. In the normalposition of plunger I49 of the speed control device I 24 pipe 2I8 willbe open to atmosphere.

Displacement of plunger I49 of the speed regulating device I24 isarranged to be controlled by a cam 2 I 9 provided on one end of a lever22!] which is journaled on a shaft 22I carried by a suitable bearings inthe control stand. The lever 220 extends through a slot 222in the coverI51 of the control stand for operation by the operator. An arm 223pivotally supported at one end on a pin 224 carried by a suitablebracket in the control stand has at its opposite end a ball-like endinterposed between and bearing at opposite sides against the peripheralsurface of cam 2I9 and against plunger I49 of the speed regulatingdevice. The cam 2I9 is so formed that with lever 22!] in the positionshown in Figs. 1A and 2 the plunger I 49 will be displaced to its normalposition for opening pipe 2I8 to atmosphere. Movement of lever 220 in acounterclockwise direction as viewed in Fig. 2 will displace the plungerI49 of the speed regulating device into said device for therebysupplying fiuid to pipe 2 I8 at a pressure proportional to the degree ofmovement of said lever away from normal position. Maximum pressure offluid will be obtained in pipe 2I8 when lever 220 is at the end of slot222 opposite that shown in Fig. 2. Re turn of lever 220 toward itsnormal position will reduce the pressure of fluid in pipe 2I8 to adegree proportional to the distance the handle is away from the positionshown in Fig. 2, which may be called the engine idling position.- Itwill thus be seen that in the idling positionof lever 229 pipe 2I8 willbe open to atmosphere while in any position out of idling position fluidwill be provided in said pipe at a pressure proportional to the distanceout of idling position.

The speed control pipe 2I8 leads to the seat of rotary valve 2H1 in bothclutch control valve devices I26 and I21. With the clutch control valvedevices I 26 and I21 in dump position shown in Fig. 1A the rotary valves2I9 therein lap the speed control pipe H8 and open pipes H4 and llflfrom the speed regulating devices II3 and H6 to atmosphere by way ofcavities 2I3 and ports 2I4 to thereby provide for operation of theengines at idling speed when the respective couplings 3 and 4 areineffective. However in the fillposition (Fig. 15) of the clutch controldevices I26 and I21, the speed control pipe 2 I8 is opened throughcavities 225 inthe rotary valves 2H1 to pipes H4 and I I8 connected tothe speed regulating devices I I3 and H6, respectively. It will thus beseen that when the clutch control valve device I26'is in fill positionrendering the coupling 3 effective, the speed regulating device II3associated with engine I is connected to the speed control device I24 inthe control stand whereby the speed of said engine may be regulated byoperation of lever 229. Similarly, when clutch control device I21 is inits fill position rendering coupling 4 effective, the speed regulatingdevice IIB associated with engine 2 is connected to the speed controldevice I 24 at the control stand whereby the speed of said engine mayalso be regulated by operation of lever 22!]. 'With both clutch controlvalve devices I26 and I21 in their fill position, it will be apparentthat the speed regulating devices H3 and H6 at both engines I and 2 willrespond to operation of lever 22!] whereby the speed of both engines maybe. adjusted in unison.

It will now be seen that the speed or power output of engines I and/or 2is capable of control by the single speed regulating device I24 onlywhen the clutch control valve devices I26 and I21 are in their fillpositions, shown in Fig. 15, rendering the coupling 3 and/or 4eifective. When either or both clutch control devices is in the dumpposition (Fig, 1A) rendering coupling 3 or coupling 4 inefiective, thespeed regulatin device H3 or IIB of engines I or 2, respectively, isdisconnected from the speed control pipe M8 to provide for operation ofthe engine at idling speed. Either or both of thecouplings 3 or 4 may bethus rendered effective or inefiective and the engine or engines can beaccelerated only when the respective coupling is efiective.

The vernier control device I25 may be identical to the speed regulatingdevice I24 except displacement of the plunger therein (not shown) may becontrolled by a hand wheel 226 to vary pressure of fluid in pipe H5connected to the speed regulating device I I3 of engine I and which pipeis also connected to the vernier control device I25. While not pertinentto the invention, it will thus be seen that after adjustment of theregulating devices I I3 and I I6 on both engines by operation of thespeed control lever 220 to provide for operation of both engines atapproximately the same speed of power output, the speed or power outputof engine I may be brought into exact synchronism with that of engine 2by suitable adjustment of the vernier control valve device I25. I

It will now be seen that in accordance with the adjustment of theselector valve device I 23, either of the engines I or 2 may beindependently started and run in either direction while the other engineremains stopped, or both engines may -be-SiIn1l1- taneously started-andrun in either and the same directiomby suitable operationof themaneuvering control lever I55. Regardless of the engine or enginesoperating, it will: also be noted that the brake control valve device181 causes -.operation of the brakes 25 to hold the propeller shaft 11against rotation while the engines are stopped, while they arebeing-decelerated forreversal-and then subsequently started and providesfor rotationof the propeller shaft only after the-engine or engines havebeen started and-the maneuvering control lever 155 has been moved toeither Run position in which it will be carried while the engine orengines-are operating. The-clutchcontrol valve device 126 renderscoupling 3 forengine I effective when said engine is operatingandineffective at all other times, and alsoprovides for acceleration ofsaid engine-only when coupling?! is effective and thus preventsaccelerationoi said engine when its couplingds ineffective. Ina likemanner the clutchcontrol device i 21 provides the same control ofcoupling 4 for engine 2 andof the speed of said engine. I

'If when either engine is running or when-both engines are runningin=the same direction, the operator desires toreverse same, -he -mvesthemaneuvering control .lever- 155 out of the Run position which it may be.in, to the start position at the opposite side of Stop..position andthis movement causes. operation ofVthe-brakes-25 to brake the propellershaft H and through-the couplings 3 and-4 to brakethe-engines'for-causing rapid deceleration thereof to attainrapid-:reversal, this being one purpose of the brakes. After-the engineor enginesare stopped and then started up in the reverse direction, themaneuvering control lever l55 isreleased andautomatically moved byplunger 163 or 164 to the adjacent Run position in which the brakes 25-are-automatically released to thereby provide for driving of the shaftII and propeller .bytheeng ine or engines which wasreversed. r

If one engine is driving the propeller shaftJI and the other is stoppedand it is desiredto-start the other engine and connectit also to thepropeller shaft to drivesame, theoperator will turn the selector rotaryvalve 1 IE-to the positionshown in 'Fig. 10.for thereby opening pipes{980. and 99a or pipes 98 and 99to pipes 148 and 150, respectively, tothereby cause operation of the ahead or astern motor -61 or 68associated with engine I or'2, which is tobe started, tocause movementof the maneuvering gear shaft 50 of said-engine to the Runpositioncorresponding to the position of the maneuvering-control lever 155. Withcertain engines the coupling control device 126 Or 121 may then bemovedto thefill, position to render the respective coup1ing3 or 4 effectiveand the engine to be started would :then be started by the other runningengine or by thetpropeller. In other engines, however, it is necessarythat-the maneuvering shaft:50 be turned tothe Start position, under theconditionbeing consideredthe same as when starting the engine atanyother time, and this may be effected in the present instance manuallyby operation of lever -54 in the engine room or it may be effected bythe pilot by moving lever 155 from the Run position which it may be into the adjacent Start position and then'allowing the lever 155 toautomatically return to said Run position.

In case the maneuveringshaft 50 of the engine being started is movedtoits Start positionby lever 54 such movement isopposed by'sp'ringisl 18'in either the ahead "motor Bl-or astern motor 68 of the respectiveengine and upon release of manual forceon lever 54*after the engine isstarted said spring will automatically return levere l and thereby the-maneuverin g gear shaft 58 to its adjacent "Run position.

After the engine-being-cut-in is started as just described,therespectiveclutch control valve device 126 or 12! is movedtoits fillposition to thereby-render the respective coupling .3 or 4 efiective andtoat -the same timeconnect the respective speed regulating device 11 6or 11 3 to the speed control-device-I 24 whereby the speed of the newlystarted engine-will bebrought up to that of the engine previouslyoperating.

If both engines l and 2 are operating todrive the propeller shaft 31 andthe pilot desires to stop either engine, hemoves the selector rotaryvalve 1'18 to the position shown in either Fig. 1A or Fig. 9,--dependentuponthe engine which he desires to stop, forthereby causing movement ofthe respective maneuvering-gear shaft 50 to Stop position "for stoppingthe engine. The pilot willalso turn lever 212 of the clutch controldevice 126 or- I21,--dependent-upon the engine which he is stopping,- toits dump position shown in Fig. 1A for thereby rendering thecoupling-'3-or' 4' ofsaid engine ineffective and to at the same time-disconnect'the-respective speed regulating device I I3 or-1 I6from-the-speed control device 124 atthe control stand.

As'before mentioned, the reductiongear ID is I of the-pressurelubricated type, that is, lubricant is supplied to the bearings thereinunder pressure andsuch supply may beeprovided by a pump 239 through apipe231 :The pump- 239 -may draw its supply through a i=pipe 23 2connected to an oil sump (not shown)-.and may be operated by anelectric---motor.233. According 'tothe invention the lubricant interlockvalve device 141} is-connectedffor control to-theiubricant supply pipe23 I leading-to the reduction gear.

Ase-shown in{F ig. 16 the oilinterlock valve device may-tor the purposeof illustration comprise a-casinghaving a-bore in which isslidablymounteda plunger=234 having at one side aschamber-235 connectedto pipe 194- leading to the-.doublecheck valve-device I35 and having atthe opposite side a chamber- 236 which is open to -atmosphere through1aport 231. Disposed in the casing around-and-havingsealing sliding con--tact with the peripheral surface of plunger 234 isra sealing ring 238for preventing :leakage'of fluid undertpressure from chamber235 pastsaid plunger-to-chamber236.

:The plunger :234 has a chamber 239 open through one or more passages246 tochamber 236 :and containing 'a poppet 'valve 241 having a flutedstem 242 extending through a suitable axial bore in the en'd ofsaidplunger into chamber 235. The plungr=234 isiprovided around stern242*within chamber 239"with a seat for engagement by the valve 24I'and aspring 243 in chambox 239 =acts on the valve-241 I for urgingsame'toward its seat. In'chamber 235 is a valve 244 which may'be carriedon theend of valve stem MZ to control communication between chamber235and-a passage 2 45'whichisopen to the fluid pressure supplyjpipe29. Thepressure of spring 243 on'valve24'1 is su'm'cient to hold valve 254seated against pressure of'fluid in.passage 245. Unseatingofva1ve'24'4may occur only upon movementof plunger 234 into contact with valve'241and then further' movement'of said plunger and and thereby of shaft II.

of valve 24'! in the direction away from valve 244. A stem 24'! securedat one end to plunger 234 and extending into chamber 236 has at theopposite end' a follower 248 engaging one side a flexible diaphragm 249.The diaphragm has at the opposite side a chamber 250 open to thereduction gear lubrication supply pipe 23!. A spring in chamber 236 actson the diaphragm 249 with a chosen degree of pressure.

When the pressure of lubricant supplied to the reduction gear Illthrough pipe 23! and thereby effective in chamber 25!] on diaphragm 249exceeds a certain low degree, the spring 25! allows deflection of thediaphragm 249 in the direction of the right-hand as viewed in thedrawing. This.

movement shifts sleeve 234 in the same direction. due to which spring243 acting on valve 24! to hold said valve seated urges said valves andthe valve 244 in the direction of the right-hand until. valve 244 isseated as shown in the drawing. Continued movement of plunger 234 bydiaphragm 249 then moves said plunger away from the valve 24! foropening communication between pipe I94 and chamber 239 within theplunger so as to connect said pipe to the atmosphere past the valve 24!.Deflection of the diaphragm 249 by pressure of lubricant in chamber 25!]may be limited to opening of the valve 24! as just described by en- Igagement between a flange 252 provided on the follower 248 and thecasing. It will be noted that during the operation just described thatvalve 244 is seated before unseating of valve 24! to thereby preventloss of fluid under pressure from pipe 29 to the atmosphere.

If for any reason the pressure of lubricant provided through pipe 23! tothe reduction gear becomes reduced to below the chosen degree abovementioned, and as determined by the pressure of sure chamber 258 by wayof pipe 259 such pressure acting on the piston 255 will move same incylinder 254 to turn the clutch control lever 2I2 from the fill positionto the dump position, in case it already is not in dump position as incase the respective engine might not be operating.

It will thus be seen that if the pressure of lubrie cant suppliedthrough pipe 23! for lubricating the reduction gear I0 becomes reducedto a chosen low degree, below which it is not desired that the reductiongear be operated, the interlock valve device I will operate to causeoperation of pistons 255 to move both clutch control devices I26 and I2!to their dump position to render both couplings 3 and 4'ineffective soas to disconnect the engines from the reduction gear and at the sametime to cause operation of the brakes- 25 to stop operation of thereduction geari It will also be noted that upon such operation of theclutch control-devices I26 and I2! the speed of the two'engines willalso be reduced to idling in case of previously operating at a greaterspeed;

When the pressure of lubricant suppliedto the reduction gear I0 is at asafe chosen degree, the interlock valve device I49 will occupy theposition shown in the drawing for opening pipe I94 to atmosphere to,provide for a release of brakes 25 and a release offluid under pressurefrom cylinders 254 associated with the two brake 'clutch devices I 26and I2! in order that such spring 25! on the diaphragm 249, said springwill 1 deflect said diaphragm and cause movement of plunger 234 in thedirection of the left-hand. This movement of plunger 234 is relative tovalve 24! until it seats against same during which movement valve 244ismaintained seated by spring 243. contact with valve 24! furthermovement thereof with diaphragm 249 in the direction of chamber 259 thenpulls the valve 244 away from its seat I to thereby allow fluid underpressure from supply pipe 29 to flow to pipe I94. The pressure of fluidthus supplied to pipe I94 flows to the double check valve device I93where it acts to shift the 3 double check valve I95 to the positionopposite that shown in the drawing. Fluid pressure then flows from pipeI94 to pipe 28'and thence to the 1 relay valve device 2'! and effectsoperation thereof to apply the brakes 25 to the reduction gear III forstopping rotation of the parts of said gear At the same time fluid underpressure supplied to pipe I94 also flows to a double check valve device253, and through After the plunger 234 moves into same to a pipe 259which leads to the two clutch control valve devices I26 and I21.

Associated with each of the clutch control valve devices is a cylinder254 containing a piston 255 which at one side has a stem 256 connectedby 1 a link 25'! to an arm 258 (Fig. '7) associated with the clutchcontrol valve device operating lever 1 2I2. The piston 255 in each ofthe cylinders 254 has at the opposite side a pressure chamber 258 towhich pipe 259 is connected, it being noted that said pipe is connectedto said chamber in both of the clutch control devices.

Each piston 255 and its connection with the respective clutch controllever 2I2 is so arranged devices may be manually operated to render therespective couplings 3 and 4 effective when so desired. r

Pipe 45 connected to the turning gear interlock valve device 38 is'alsoconnected to the double check valve device 253 so that when the turninggear interlock valve device is operated upon manual movement of lever 32to the position for meshing gears 9 and 36 fluid supplied topipe 45 bysaid interlock valve device will flow to pipe 259 and thence to the twoclutch interlockjvalve devices I26 and I2! for effecting automaticoperation thereof to their dump positions to thereby i render bothcouplings 3 and 4 inelfective for disconnecting the engines from thereduction gear during the manual operation of the reduction gear forinspectionpurposes above described. The lubricant interlock valve deviceI 49 is a proteotion device, as willbe' apparent, and it will seldom ifever operate; Likewise, the interlock valve device 38 associated withthe reduction gear Ill will be operated only at infrequent intervals. Itwill thus be seen that fluid under pressure will seldom be supplied tochambers 258 to cause movement of pistons 255 associated with the twoclutch control valvedevices I26 and I21. Such infrequent operation ofpistons 255 in the clutch interlock valve devices would not maintain thewalls of the cylinders 254 in which the pistons operate properlylubricated and the pistons might become seized or rendered inoperativein a posi-' tion in the cylinders adjacent the fluid pressure inletpipes 259. To prevent such from occurring and to maintain the walls ofthe cylinders 254v engaged by the pistons lubricated and to maintain thepistons in proper working condition the connections between same and theclutch operating levers 2I2 are such that each time said levers aremoved manuallyfrom one position to the other the pistons are caused toreciprocate in their cylinders. 7

Summary It will now be seen that the control system provides forstarting, running, stopping and revers- 21 ing ottwo engines eitherindividually or in=unison. If both engines are -operating in-either and'the samedirection; either-mayzbe -stopped at will, while in case only-one-of the-engines is pperating the other -may at will be startedandcaused to pperate in unison -wlth the previously operating engine. The'brakes-are provided forcausin rapid-deceleration -of the-engine orengines-When it is desired toireverseaamewandufor holding the propellershaft and reduction gear against rotatiqn-until the engine or-enginesare stopped and then started in'the 'reverse, direction, the brakesbeing released-only in'positions of'the maneuvering control leverproviding for running of the engines. The speed of the engines may alsobe controlled either individually or in unison according to whether oneor both are operating. The couplings for connecting the engines to thereduction gear may be rendered either effective or ineffective at willand when ineffective the speed of the engine or engines is automaticallyreduced to idling. The engines can be accelerated only when therespective couplings are effective. The reduction gear is of the typehaving pressure lubricated bearings and means are provided responsive tothe pressure of lubricant supplied to said bearings for automaticallyrendering the couplings of both engines ineffective and for at the sametime causing operation of the brakes to stop rotation of the gears inthe reduction gear in case the pressure of the lubricant becomes reducedto a dangerously low degree. Also associated with the reduction gear iswhat is called a turning gear, which provides for manual turning of thegears therein for visual inspection and an interlock valve device isassociated with the turning gear for automatically rendering thecouplings inefiective when the turning gear is being manually operated.

Having now described my invention, what I claim as new and desire tosecure by Letters Patent, is:

1, In combination, a prime mover, coupling means operable to transmitpower from said prime mover, coupling control means operable upon supplyof fluid under pressure to one pipe to render said coupling meansefiective and upon supply of fluid under pressure to a second pipe torender said coupling means ineffective, a manually operative couplingcontrol device operable in one position to supply fluid under pressureto said one pipe and in a second position to supply fluid under pressureto said second pipe, speed regulating means for said prime moveradjustable by pressure of fluid in a chamber to effect operation of saidprime mover at a speed proportionate to such pressure and at an idlingspeed when the pressure in said chamber is atmospheric pressure,manually operable speed control means operative to vary the pressure offluid in said chamber, said coupling control device controlling thefluid control communication between said manually operable speed controlmeans and chamber and being operative to'open said communication in saidone position and in said other position to close said communication andopen said chamber to atmosphere.

2. The combination with a propulsion system including a prime mover,driven means arranged to be driven by said prime mover, and couplingmeans for connecting and disconnecting said prime mover to and from saiddriven means, of manually controlled means having two control positionsand being operable in one of said positions to effect operation of saidcoupling means to eonnect said d rivenmeans tdsaidzprime iInOYBI' andbeing operableunithe -other positiondio efliebt operatin ofs'aidcoupling -means to disconnect said driven means"trom'saidprimemover, -auxiliary means arranged to operatesaid driven means manually,mechanism operable to render said auxiliary means either efiective orinefiective to operate said driven'means, means operable uponrenderinazsaidia xiliary imeansaeifecti-ve to :operate said driven meansto effeotlmovcment of. said manuallynchtrolled meansv from ,said oneposition to said other position;speed control means connected to andoperablento'regulate thensneed orepowerxoutputnf,.saiiprime EIIIOVGI',sa-idmpeed control means having a prime mover idling position, saidmanually controlled means controlling the speed control connectionbetween said speed control means and said prime mover and establishingsuch connection in said one position, and being operable in said otherposition to break such connection and to effect movement of said speedcontrol means to said idling position.

3. The combination with a propulsion system including a prime mover,driven means arranged to be driven by said prime mover, and couplingmeans for connecting and disconnecting said .prime mover to and fromsaid driven means, of manually controlled means having two controlpositions and being operable in one of said positions to effectoperation of said coupling means to connect said driven means to saidprime mover and being operable in the other position to eflect operationof said coupling means to disconnect said driven means from said primemover, auxiliary means arranged to operate said driven means manually,mechanism operable to render said auxiliary means either effective orineffective to operate said driven means, and means operable uponrendering said auxiliary means effective to operate said driven means toeffect movement of said manually controlled means from said one positionto said other position.

4. In combination, a reversible prime mover, a control member for saidprime mover having a stop position, forward start and run positions atone side of said stop position and astern start and run positions at theopposite side of said stop position, a fluid motor comprising powermeans adapted to be operated by fluid under pressure in a first pipe toeffect movement of said member to said forward start and run positions;and adapted to be operated by fluid under pressure in a second pipe toeffect movement of said member to said astern start and run positions,said power means including means operable upon providing fluid at equalpressures in both of said pipes to effect movement of said member tosaid stop position, and being inefiective on said member upon openingboth of said pipes to atmosphere, coupling means adapted to transmitpower from said prime mover, coupling control means operable upon supplyof fluid under pressure to a third pipe to render said coupling meanseffective and upon supply of fluid under pressure to a fourth pipe torender said coupling means ineffective, manual means selectivelyoperable to control the pressure of fluid in all of said pipes, amanually operable device comprising a valve having two control positionsand being operable in one of said positions to establish the controlcommunications through said pipes, said valve having a second positionand being operable therein to open to atmosphere the portions of saidfirst, second, and third pipes connected to said fluid motor andcoupling means andtosupply fluid under pressure to said fourth pipe, andmeans -a.tjsaid .prime mover separate from said fluid motor connected tosaid member and operative manually to move said member to its difierentpositions. V j 1 ARTHUR G.- LARSON. 3

REFERENCES CITED The following references are 'ofrecord inthe file ofthispatent:

UNITED STATES PATENTS Number Number 285,287 Windeler Feb. 29, 1916 1Name v 132156 Metten Nov. 18, .1919 Sperry Aug. '28, 1928 Knight Oct.19, 1937 Wolfert May '7, 1940 Wohanka. June 30, 1942 Keel July 14, 1942Fitz July 20, .1943

FOREIGN PATENTS Country Date Great Britain Feb. 6, 19:30

Great Britain Feb. 16, 1928

